Electrified vehicle one pedal drive transition control

ABSTRACT

An electrified vehicle may include an electric motor coupled to a battery to propel and brake the vehicle, a pedal generating a pedal position signal including a released position signal, friction brakes configured to provide a stopping force to vehicle wheels, and a controller programmed to control the motor and the brakes in response to the pedal being released to decelerate the vehicle to a stop, and to control the motor and an engine (in hybrid vehicles) to inhibit propulsive torque to the wheels after stopping due to the pedal released position until receiving driver input indicative of a request for moving the vehicle, such as depressing the brake or accelerator pedal, or activating an automated vehicle maneuver, such as a parking maneuver, cruise control, or stop-and-go control. Inhibiting torque may include inhibiting creep torque and/or operating the electric machine to charge the battery when the engine is running.

TECHNICAL FIELD

The present disclosure relates to control of an electrified vehicle whentransitioning from one pedal drive.

BACKGROUND

One Pedal Drive (OPD or 1PD) is a vehicle feature that allows a driverto use release of the accelerator pedal to bring the vehicle to a stopwithout using the brake pedal. For electrified vehicles includingelectric vehicles powered solely by an electric machine or hybridvehicles powered by an electric machine and/or an internal combustionengine, depressing the accelerator pedal may control the electricmachine (and the engine for hybrid vehicles) to accelerate the vehicle,and releasing the accelerator pedal may control regenerative braking ofthe electric machine (and engine braking in hybrid vehicles) as well asvehicle friction brakes to decelerate the vehicle and bring the vehicleto a complete stop. Most vehicles provide a creep torque that createsslow motion of the vehicle on flat ground when there is no acceleratoror brake pedal input. In 1PD vehicles, the driver may become accustomedto the vehicle remaining stationary without any driver actions thatwould indicate an intention to make the vehicle move after it has cometo a stop, such as pressing the accelerator or brake pedal, changinggear selection, engaging a parking feature, etc.

SUMMARY

Embodiments according to the disclosure include an electrified vehiclehaving an electric machine coupled to a high-voltage traction batteryconfigured to selectively propel and brake the electrified vehicle, apedal configured to generate a signal indicative of a range of pedalpositions including a released position, friction brakes configured toprovide a stopping force to one or more vehicle wheels, and a controllerprogrammed to control the electric machine and the friction brakes inresponse to the pedal being in the released position to decelerate thevehicle to a stop, and to inhibit propulsive torque to the vehiclewheels after stopping the vehicle in response to the pedal being in thereleased position until receiving driver input indicative of a requestfor movement of the electrified vehicle. The controller may beprogrammed to inhibit the propulsive torque to the vehicle wheels inresponse to receiving driver input indicative of a request to deactivateone-pedal drive. Inhibiting propulsive torque may include inhibitingcreep torque to the vehicle wheels after stopping the vehicle.

Various embodiments include an electrified vehicle having an enginecoupled to the electric machine, wherein the controller is programmed tocontrol the engine to provide engine braking in response to the pedalbeing in the released position, and to control the electric machine tooperate as a generator to charge the high-voltage traction battery toinhibit propulsive torque to the vehicle wheels while the engine isrunning after stopping the vehicle. The controller may also beprogrammed to stop the engine and/or cutoff fuel to one or more enginecylinders while providing the engine braking.

Embodiments may include an electrified vehicle having a user interface,wherein the request to deactivate one-pedal drive is received via theuser interface. The controller may be programmed to communicate with orcontrol the user interface to display a message indicating one-pedaldrive is deactivated in response to the driver input indicative of therequest for movement. The user interface may be configured to receiveinput from a user to activate automated parking control, wherein thedriver input comprises activation of the automated parking control.Alternatively, or in combination, the driver input indicative of therequest for movement may include a signal from the pedal indicating thepedal is not in the released position, or a signal from a brake pedalindicating the brake pedal is depressed. The controller may beprogrammed to provide creep torque in response to the driver inputindicative of the request for movement, which may correspond to a signalassociated with depression and/or release of a brake pedal.

Embodiments may also include a method for controlling an electrifiedvehicle having an electric machine coupled to a high-voltage tractionbattery configured to selectively propel and brake the vehicle to a stopin response to position of an accelerator pedal, the method comprising,by a controller: controlling the electric machine to provideregenerative braking and controlling friction brakes to provide frictionbraking to vehicle wheels to stop the electrified vehicle in response tothe accelerator pedal being released; and controlling the electricmachine to inhibit propulsive torque at the vehicle wheels afterreceiving a signal to deactivate accelerator pedal control of vehiclebraking while the vehicle is stopped until receiving a signal indicatingdepression of the accelerator pedal, depression of a brake pedal, oractivation of an automated vehicle maneuver. The vehicle may include anengine coupled to the electric machine with the method further includingcontrolling the electric machine to charge the high-voltage tractionbattery while the engine is running and the vehicle is stopped toinhibit the propulsive torque at the vehicle wheels. The method may alsoinclude activating a visual indicator associated with deactivation ofthe accelerator pedal control of vehicle braking in response to thesignal indicating depression of the accelerator pedal, depression of thebrake pedal, or activation of the automated vehicle maneuver. In one ormore embodiments, the vehicle includes an engine coupled to the electricmachine and the method further includes controlling the electric machineand the engine to inhibit creep torque applied to the vehicle wheels.

One or more embodiments may include an electrified vehicle having anengine, an electric machine selectively coupled to the engine, atraction battery electrically coupled to the electric machine andconfigured to selectively propel and brake the electrified vehicle,friction brakes configured to provide a stopping force to vehiclewheels, an accelerator pedal, a user interface, and a controllerprogrammed to control the engine, the electric machine, the frictionbrakes, and the traction battery in response to the accelerator pedalbeing released to decelerate the electrified vehicle to a stop, and, inresponse to receiving a request to deactivate accelerator pedal controlof vehicle braking, control the electric machine and the engine toinhibit propulsive torque to the vehicle wheels while the vehicle isstopped until receiving a signal indicating depression of theaccelerator pedal, depression of a brake pedal, or activation of anautomated vehicle maneuver. The controller may be programmed to controlthe engine and the electric machine to inhibit creep torque while thevehicle is stopped. The controller may be further programmed tocommunicate deactivation of the accelerator pedal control of vehiclebraking to the user interface in response to receiving the signalindicating depression of the accelerator pedal, depression of the brakepedal, or activation of the automated vehicle maneuver. The automatedvehicle maneuver may include an automated parking maneuver and/orautomated vehicle speed control.

Embodiments according to the present disclosure may provide associatedadvantages. For example, the present disclosure provides a system andmethod for controlling the vehicle during a transition from 1PD to othervehicle features or modes that may initiate vehicle motion. Variousembodiments maintain a stationary state when 1PD is deactivated with thevehicle stopped and prevent vehicle motion while the driver may not befully engaged and therefore may not be expecting the vehicle to move.Vehicle control according to various embodiments provides seamlessintegration and transition between semi-autonomous features without anyunexpected vehicle behavior.

The above advantages and other advantages and features of the presentdisclosure will be apparent from the following detailed description ofthe preferred embodiments when taken in connection with the accompanyingdrawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a block diagram illustrating a representative configuration ofan electrified vehicle having 1PD transition control.

FIG. 2 is a block diagram illustrating a state machine implemented by anelectrified vehicle controller for 1PD transition control.

FIG. 3 is a flowchart illustrating operation of a representative systemor method for controlling transitions from 1PD in an electrifiedvehicle.

DETAILED DESCRIPTION

Embodiments of the present disclosure are described herein. It is to beunderstood, however, that the disclosed embodiments are merely examplesand other embodiments can take various and alternative forms. Thefigures are not necessarily to scale; some features could be exaggeratedor minimized to show details of particular components. Therefore,specific structural and functional details disclosed herein are not tobe interpreted as limiting, but merely as a representative basis forteaching one skilled in the art to variously employ the teachings of thepresent disclosure. As those of ordinary skill in the art willunderstand, various features illustrated and described with reference toany one of the figures can be combined with features illustrated in oneor more other figures to produce embodiments that are not explicitlyillustrated or described. The combinations of features illustratedprovide representative embodiments for typical applications. Variouscombinations and modifications of the features consistent with theteachings of this disclosure, however, could be desired for particularapplications or implementations.

FIG. 1 depicts an electrified vehicle 112 that may be referred to as aplug-in hybrid-electric vehicle (PHEV). Electrified vehicle 112 also isrepresentative of a battery electric vehicle (BEV). In a BEVconfiguration, the engine 118 is omitted. In other configurations, theelectrified vehicle 112 may be a full hybrid-electric vehicle (FHEV)without plug-in capability.

Electrified vehicle 112 may comprise one or more electric machines 114mechanically coupled to a gearbox or hybrid transmission 116. Theelectric machines 114 may be capable of operating as a motor and agenerator. In addition, the hybrid transmission 116 is selectivelymechanically and/or hydraulically coupled to an engine 118 in hybridimplementations of electrified vehicle 112. The transmission 116 may bemechanically coupled to a differential 162 that is configured to adjustthe speed of drive shafts 120 that are mechanically coupled to drivewheels 122 of the vehicle 112. The drive shafts 120 may be referred toas the drive axle. In some configurations, a clutch may be disposedbetween the transmission 116 and the differential 162. The electricmachines 114 can provide propulsion and deceleration or regenerativebraking capability in response to position of an accelerator pedal 180and/or a brake pedal (not specifically illustrated) when the engine 118is turned on or off. Similarly, engine 118 may be operated in an enginebraking mode with or without fuel cutoff to provide additionaldeceleration or braking torque in response to a released position ofaccelerator pedal 180. The electric machines 114 may also act asgenerators and can provide fuel economy benefits by recovering energystored in a high-voltage traction battery 124 that would normally belost as heat in the friction braking system. Alternatively, or incombination, electric machines 114 may be operated as a generator whenthe vehicle is on-road or stationary to provide an on-board generator160 capability and/or to inhibit propulsive torque to the vehicle wheelswhen the vehicle has been stopped in 1PD mode as described in greaterdetail herein. The electric machines 114 may also reduce vehicleemissions by allowing the engine 118 to operate at more efficient speedsand allowing the electrified vehicle 112 to be operated in electric modewith the engine 118 off under certain conditions.

A high-voltage battery pack or traction battery 124 stores energy thatcan be used by the electric machines 114 and/or the on-board generatorinverter 160 to power one or more external (customer-supplied) devices166. The traction battery 124 may provide a high-voltage direct current(DC) output. A contactor module 142 may include one or more contactorsconfigured to isolate the traction battery 124 from a high-voltage bus152 when opened and connect the traction battery 124 to the high-voltagebus 152 when closed. The high-voltage bus 152 may include power andreturn conductors for carrying current over the high-voltage bus 152.The contactor module 142 may be integrated with the traction battery124. One or more power electronics modules 126 may be electricallycoupled to the high-voltage bus 152. The power electronics modules 126are also electrically coupled to the electric machines 114 and providethe ability to bi-directionally transfer energy between the tractionbattery 124 and the electric machines 114. In a regenerative mode, thepower electronics module 126 may convert the three-phase AC current fromthe electric machines 114 acting as generators to the DC voltagecompatible with the traction battery 124.

The electrified vehicle 112 may include a DC/DC converter module 128that converts the high voltage DC output from the high-voltage bus 152to a low-voltage DC level of a low-voltage bus 154 that is compatiblewith low-voltage loads 156. An output of the DC/DC converter module 128may be electrically coupled to an auxiliary battery 130 (e.g., 12V, 24V,or 48V battery) for charging the auxiliary battery 130. The low-voltageloads 156 may be electrically coupled to the auxiliary battery 130 viathe low-voltage bus 154. One or more high-voltage electrical loads 146(e.g., 100V or higher) may be coupled to the high-voltage bus 152. Thehigh-voltage electrical loads 146 may have an associated controller thatoperates and controls the high-voltage electrical loads 146 whenappropriate. Examples of high-voltage electrical loads 146 may be a fan,an electric heating element and/or an air-conditioning compressor.

The electrified vehicle 112 may be configured to recharge the tractionbattery 124 from an external power source 136. The external power source136 may be a connection to an electrical outlet. The external powersource 136 may be electrically coupled to a charge station or electricvehicle supply equipment (EVSE) 138. The external power source 136 maybe an electrical power distribution network or grid as provided by anelectric utility company. The EVSE 138 may provide circuitry andcontrols to regulate and manage the transfer of energy between the powersource 136 and the electrified vehicle 112. The external power source136 may provide DC or AC electric power to the EVSE 138. The EVSE 138may have a charge connector 140 for coupling to a charge port 134 of thevehicle 112. The charge port 134 may be any type of port configured totransfer power from the EVSE 138 to the vehicle 112. The charge port 134may be electrically coupled to an on-board power conversion module orcharger 132. The charger 132 may condition the power supplied from theEVSE 138 to provide the proper voltage and current levels to thetraction battery 124 and the high-voltage bus 152. The charger 132 mayinterface with the EVSE 138 to coordinate the delivery of power to thevehicle 112. The EVSE connector 140 may have pins that mate withcorresponding recesses of the charge port 134. Alternatively, variouscomponents described as being electrically coupled or connected maytransfer power using a wireless inductive coupling.

The electrified vehicle 112 may include friction brakes 144 associatedwith one or more vehicle wheels for decelerating the vehicle 112 andpreventing motion of the vehicle 112. The friction brakes 144, such asdisc or drum brakes, for example, may be hydraulically actuated,electrically actuated, or some combination thereof. The friction brakes144 may be a part of a brake system 150. The brake system 150 mayinclude other components to operate the friction brakes 144. Forsimplicity, the figure depicts a single connection between the brakesystem 150 and one of the friction brakes 144. A connection between thebrake system 150 and the other wheel brakes 144 is implied. The brakesystem 150 may include a controller to monitor and coordinate the brakesystem 150, which may receive a braking or deceleration request todecelerate, stop, and/or hold the vehicle when operating in 1PD mode inresponse to accelerator pedal 180 being in a released position. Thebrake system 150 may monitor the brake components and control thefriction brakes 144 for vehicle deceleration. The brake system 150 mayrespond to driver commands from either the accelerator pedal 180, abrake pedal, and or automated controls associated with automated vehiclemaneuvers such as cruise control, automated parking, and stop-and-gocontrol. Brake system 150 may also operate autonomously to implementfeatures such as stability control, traction control, or anti-lockbraking control. The controller of the brake system 150 may implement amethod of applying a requested brake force when requested by anothercontroller or sub-function.

Electronic modules in the vehicle 112 may communicate via one or morevehicle networks. The vehicle network may include a plurality ofchannels for communication. One channel of the vehicle network may be aserial bus such as a Controller Area Network (CAN). One of the channelsof the vehicle network may include an Ethernet network defined byInstitute of Electrical and Electronics Engineers (IEEE) 802 family ofstandards. Additional channels of the vehicle network may includediscrete connections between modules and may include power signals fromthe auxiliary battery 130. Different signals may be transferred overdifferent channels of the vehicle network. For example, video signalsmay be transferred over a high-speed channel (e.g., Ethernet) whilecontrol signals may be transferred over CAN or dedicated conductors asdiscrete signals. The vehicle network may include any hardware andsoftware components that aid in transferring signals and data betweenmodules. The vehicle network is not explicitly illustrated in FIG. 1 ,but it may be implied that the vehicle network may connect to anyelectronic module that is present in the vehicle 112, including ahuman-machine interface (HMI) that includes a user interface 164configured to receive user input and to display information related tovehicle features, settings, operating conditions, and ambientconditions, for example. User interface 164 may include a touch screenor similar device and/or physical buttons, switches, sliders, lights,indicators, etc. In various embodiments, user interface 164 may be usedto activate and deactivate 1PD mode to control vehicle braking using theaccelerator pedal 180 when activated. User interface 164 may also beused to provide a visual, audible, or other indication of the status of1PD mode such as whether the 1PD mode is active (ON), inactive (OFF), orin a standby or fault condition, for example.

A vehicle system controller (VSC) 148 may be present to coordinate theoperation of the various components. Note that operations and proceduresthat are described herein may be implemented within or across one ormore controllers. Implementation of features that may be described asbeing implemented by a particular controller or more generally by “acontroller” may not necessarily be limited to implementation by aspecific controller or by the same controller and may be implemented inwhole or in part by one or more other controllers programmed to performone or more functions or operations. Functions may be distributed amongmultiple controllers communicating via the vehicle network.

In various embodiments, electrified vehicle 112 includes an electricmachine 114 coupled to a high-voltage traction battery 124 configured toselectively propel and brake the electrified vehicle 112. A pedal 180 isconfigured to generate a signal indicative of a range of pedal positionsincluding a released position. Friction brakes 144 are configured toprovide a stopping force to one or more vehicle wheels. A controller148, 150 is programmed to control the electric machine 114 and thefriction brakes 144 in response to the pedal 180 being in the releasedposition to decelerate the vehicle to a stop, and to inhibit propulsivetorque from the electric machine 114 and/or the engine 118 to thevehicle wheels after stopping the vehicle 112 in response to the pedal180 being in the released position until receiving driver inputindicative of a request for movement of the electrified vehicle 112.Propulsive torque may be inhibited while engine 118 is running byoperating electric machine 114 as a generator to charge traction battery124 so that little or no propulsive torque is provided to the vehiclewheels until the driver input is received. Driver input may be receivedvia accelerator pedal 180, a brake pedal, or user interface 164 (via abutton, switch, touch screen, etc.) to activate a driving feature ormode, such as an automated parking mode, cruise control, stop-and-gocontrol, and the like. As described in greater detail with reference toFIG. 2 , after receiving a request to deactivate 1PD mode, controller148 may communicate an associated command or otherwise control userinterface 164 to provide a visual, audible, or other indicator inresponse to the driver input to indicate termination or deactivation of1PD mode. Controller 148 may then control electric machine 114 and/orengine 118 to provide creep torque or initiate the requested automatedvehicle maneuver. As such, controller 148 controls the vehicle during atransition from 1PD mode to other vehicle features or modes that mayinitiate vehicle motion by maintaining a stationary state when 1PD isdeactivated with the vehicle stopped and preventing vehicle motion whilethe driver may not be fully engaged and therefore may not be expectingthe vehicle to move. This provides seamless integration and transitionbetween semi-autonomous features without unexpected vehicle behavior.

FIG. 2 illustrates a state machine implemented by one or more vehiclecontrollers, such as controller 148, for controlling transitions betweenvehicle control modes including transitioning to/from a 1PD mode to oneor more automated vehicle control modes. The state machine illustratedin FIG. 2 as well as any other processes, methods, or algorithmsdisclosed herein can be deliverable to and/or implemented by aprocessing device, controller, or computer, which can include anyexisting programmable microprocessor, electronic control unit orcontroller, or a dedicated electronic control circuits or other devices.Similarly, the processes, methods, or algorithms can be stored as dataand instructions executable by a controller, processor, or computer inmany forms including, but not limited to, information permanently storedon persistent non-writable storage media such as ROM devices andpersistent or temporary information alterably stored on writeablestorage media such as RAM devices, flash devices, and/or other solidstate storage devices. The processes, methods, or algorithms can also beimplemented in a software executable object or code. Alternatively, theprocesses, methods, or algorithms can be embodied in whole or in partusing suitable hardware components and circuits, such as ApplicationSpecific Integrated Circuits (ASICs), Field-Programmable Gate Arrays(FPGAs), state machines, controllers or other hardware components ordevices, or a combination of hardware, firmware, and softwarecomponents.

As illustrated in FIG. 2 and with reference to FIGS. 1 and 2 , arepresentative 1PD state machine controls transitions to/from 1PD modein which the electrified vehicle 112 controls the electric machine 114,friction brakes 144, and an optional engine 118 (in hybrid vehicles) todecelerate the vehicle to a stop in response to accelerator pedal 180being in a released position. The 1PD mode may be enabled in response toan associated input signal 210 from a user interface 164, which mayinclude a switch, button, touch screen, or the like. State machine 200includes an enabled state 220 that controls the vehicle to provideregenerative braking, friction braking, and/or engine braking inresponse to a predetermined decrease in accelerator pedal position. Thevehicle may be controlled to come to a stop in response to a fullyreleased accelerator pedal position while the 1PD mode is enabled.Furthermore, propulsive torque at the vehicle wheels may be inhibitedwhile the vehicle is stopped, which may include inhibiting creep torquefrom the electric machine 114, or controlling the electric machine andengine to operate the electric machine 114 as a generator and charge thetraction battery 124 while the engine 118 is running with the vehiclestopped. When in the enabled state 220, controller 148 may provide adisplay status signal as ON and may illuminate brake or stop lamps. Inaddition, the controller 148 may communicate or command display of amessage or other indicator on the user interface 164 screen based on thedisplay status signal being ON, and activate or illuminate a secondaryindicator, such as a lighted button or switch in response to thetelltale signal status being ON.

The state machine may transition from the enabled state 220 to anINHIBIT state 230 in response to receiving an input signal 224corresponding to deactivation of the 1PD mode while the vehicle isstopped. To avoid any unexpected vehicle behavior, the inhibit state 230commands powertrain torque to zero, i.e. inhibits propulsive torque atthe vehicle wheels. The status signal for 1PD remains ON with the brakelamps illuminated and the 1PD control remains active with respect tocontrol of the electric machine 114, engine 118, and/or friction brakes144 to keep the vehicle stationary. The display signal is changed fromON to one of OFF, SUSPENDED, or FAULTED depending on the currentoperating conditions. A corresponding visual or audible indicator may bedisplayed via the user interface 164 to provide feedback to the driverin response to requesting deactivation of 1PD mode. A telltale signalmay be used to illuminate a secondary output of the user interface 164,such as a light or illuminated button, and is set to OFF. Propulsivetorque at the wheels is inhibited while in the INHIBIT state untilreceiving a signal indicating the driver's intent to move the vehicle asrepresented at 232. In response, state machine 200 transitions from theINHIBIT state to the DISABLED state 240. Transition signal 232 may begenerated by depressing the brake pedal, depressing the acceleratorpedal, or activation of an automated vehicle feature/maneuver, such asan automated parking feature (Fully Automatic Parking Assist (FAPA), orRemote Parking Assist (RePA)) or vehicle speed control, such as adaptivecruise control or stop-and-go control, for example. The requirement fordriver engagement via operation of the accelerator or brake pedal, oractivation of an automated driving feature ensures that the transitionto a conventional drive mode with possible vehicle motion occurs onlywhen the driver is attentive.

In the DISABLED state 240, all characteristics of 1PD are deactivatedand conventional driving control using the accelerator pedal 180 andbrake pedal is enabled. The electric machine 114 and optional engine 118(for hybrid vehicles) may be operated to provide creep torque when theaccelerator pedal is in the released position and 1PD mode is disabledby driver selection or an error or fault condition. As also illustratedin FIG. 2 , state machine 200 may transition from the ENABLED state 220to the DISABLED state 240 in response to receiving a request signal todeactivate 1PD mode while the vehicle is moving as represented at 222.The display signal is set to OFF, SUSPENDENDED, or FAULTED based oncurrent operating conditions and a corresponding message may bedisplayed on the user interface 164. Similarly, the telltale signal isset to OFF and a corresponding light, switch, or other indicator isdeactivated in response.

FIG. 3 is a flow chart illustrating operation of a system or method forcontrolling an electrified vehicle having a 1PD mode. The strategy orlogic 300 may be implemented by one or more vehicle or subsystemcontrollers as previously described. Block 310 represents receiving aninput signal to activate or enable 1PD control. While operating in 1PDcontrol, one or more controllers may control the electric machine,engine (for hybrid vehicles), and friction brakes to providedeceleration to bring the vehicle to a stop in response to theaccelerator pedal being released as represented by blocks 314 and 318.The system and method include keeping the vehicle stationary at 330 inresponse to receiving a 1PD deactivation request as represented at 324.Block 330 may include commanding powertrain torque at the vehicle wheelsto zero and/or activating vehicle friction brakes while the vehicle isstopped. Commanding powertrain propulsive torque to zero at the vehiclewheels may include inhibiting creep torque from the electric machine andengine (for hybrid vehicles). In various embodiments, commandingpowertrain torque to zero may include engine shutdown or operating theelectric machine as a generator to charge the battery such that nettorque delivered to the wheels is zero or near zero to keep the vehiclestationary. The electric machine, engine, and friction brakes may becontrolled to keep the vehicle stationary until receiving a signalindicating driver attentiveness as represented at 336. A driverattentiveness signal may include a signal indicating depression of theaccelerator pedal, depression of a brake pedal, or activation of anautomated vehicle maneuver. Automated vehicle maneuvers or features mayinclude semi-automated or fully automated features, such as parkingassist, intelligent/adaptive cruise (speed) control, stop-and-gocontrol, and the like. The system and method then transition control toconventional driving mode as indicated at 350.

As illustrated and described with respect to FIGS. 1-3 , embodimentsaccording to the present disclosure provide a system and method forcontrolling an electrified vehicle during a transition from 1PD to othervehicle features or modes that may initiate vehicle motion. Variousembodiments maintain a stationary state when 1PD is deactivated aftercoming to a stop in response to releasing the pedal and prevent vehiclemotion while the driver may not be fully engaged and therefore may notbe expecting the vehicle to move. Vehicle control according to variousembodiments provides seamless integration and transition between 1PD andautonomous or semi-autonomous features without any unexpected vehiclebehavior prior to driver attentiveness or engagement.

While representative embodiments are described above, it is not intendedthat these embodiments describe all possible forms encompassed by theclaims. The words used in the specification are words of descriptionrather than limitation, and it is understood that various changes can bemade without departing from the disclosure. As previously described, thefeatures of various embodiments can be combined to form furtherembodiments of the claimed subject matter that may not be explicitlydescribed or illustrated. While various embodiments could have beendescribed as providing advantages or being preferred over otherembodiments or prior art implementations with respect to one or moredesired characteristics, those of ordinary skill in the art recognizethat one or more features or characteristics can be compromised toachieve desired overall system attributes, which depend on the specificapplication and implementation. These attributes can include, but arenot limited to cost, strength, durability, life cycle cost,marketability, appearance, packaging, size, serviceability, weight,manufacturability, ease of assembly, etc. As such, to the extent anyembodiments are described as less desirable than other embodiments orprior art implementations with respect to one or more characteristics,these embodiments are not outside the scope of the disclosure and can bedesirable for particular applications or implementations.

What is claimed is:
 1. An electrified vehicle comprising: an electricmachine coupled to a high-voltage traction battery configured toselectively propel and brake the electrified vehicle; a pedal configuredto generate a signal indicative of a range of pedal positions includinga released position; friction brakes configured to provide a stoppingforce to one or more vehicle wheels; a user interface; and a controllerprogrammed to control the electric machine and the friction brakes inresponse to the pedal being in the released position to decelerate thevehicle to a stop, and to inhibit propulsive torque to the vehiclewheels after stopping the vehicle and one-pedal drive being deactivateduntil receiving driver input indicative of a request for movement of theelectrified vehicle.
 2. The electrified vehicle of claim 1 wherein thecontroller is further programmed to inhibit the propulsive torque to thevehicle wheels in response to receiving a system fault.
 3. Theelectrified vehicle of claim 2 wherein the controller is programmed toinhibit creep torque to the vehicle wheels after stopping the vehicleuntil receiving the driver input indicative of a request for movement ofthe electrified vehicle.
 4. The electrified vehicle of claim 3 furthercomprising an engine coupled to the electric machine, wherein thecontroller is programmed to control the engine to provide engine brakingin response to the pedal being in the released position, and to controlthe electric machine to operate as a generator to charge thehigh-voltage traction battery to inhibit propulsive torque to thevehicle wheels while the engine is running after stopping the vehicle.5. The electrified vehicle of claim 4 wherein the controller is furtherprogrammed to cutoff fuel to engine cylinders while providing the enginebraking.
 6. The electrified vehicle of claim 1 wherein the controller isprogrammed to control the user interface to display a message indicatingone-pedal drive is deactivated in response to the driver inputindicative of the request for movement.
 7. The electrified vehicle ofclaim 1 wherein the user interface is configured to receive input from auser to activate automated parking control, and wherein the one-pedaldrive is deactivated in response to activation of the automated parkingcontrol.
 8. The electrified vehicle of claim 1 wherein the driver inputindicative of the request for movement comprises the signal from thepedal indicating the pedal is not in the released position.
 9. Theelectrified vehicle of claim 1 wherein the controller is programmed toprovide creep torque in response to the driver input indicative of therequest for movement while the one-pedal drive is deactivated.
 10. Theelectrified vehicle of claim 9 further comprising a brake pedal, whereinthe controller is programmed to provide the creep torque in response toa signal associated with depression of the brake pedal.
 11. Anelectrified vehicle comprising: an electric machine coupled to ahigh-voltage traction battery configured to selectively propel and brakethe electrified vehicle; an internal combustion engine coupled to theelectric machine; a pedal configured to generate a signal indicative ofa range of pedal positions including a released position; frictionbrakes configured to provide a stopping force to one or more vehiclewheels; and a controller programmed to control the internal combustionengine, the electric machine, and the friction brakes in response to thepedal being in the released position to decelerate the vehicle to astop, and to apply the friction brakes after the vehicle comes to a stopuntil the pedal is depressed beyond the released position.
 12. Theelectrified vehicle of claim 11 wherein the controller is furtherprogrammed to control the internal combustion engine to provide enginebraking in response to the pedal being in the released position, and tocontrol the electric machine to provide regenerative braking todecelerate the vehicle to a stop in response to the pedal being in thereleased position.
 13. The electrified vehicle of claim 12 wherein thecontroller is further programmed to cutoff fuel to engine cylinderswhile providing the engine braking.
 14. The electrified vehicle of claim13 wherein the controller is further programmed to control the internalcombustion engine and the electric machine to provide creep torque inresponse to the pedal being depressed beyond the released position afterthe vehicle comes to a stop.
 15. The electrified vehicle of claim 14wherein the controller is further programmed to inhibit the creep torquein response to the pedal being in the released position.
 16. Theelectrified vehicle of claim 15 wherein the controller is furtherprogrammed to inhibit the creep torque in response to a system fault.17. An electrified vehicle comprising: an electric machine coupled to ahigh-voltage traction battery configured to selectively propel and brakethe electrified vehicle; a pedal configured to generate a signalindicative of a range of pedal positions including a released position;friction brakes configured to provide a stopping force to one or morevehicle wheels; and a controller programmed to control the electricmachine and the friction brakes in response to the pedal being in thereleased position to decelerate the vehicle to a stop, and to inhibitpropulsive torque to the vehicle wheels after stopping the vehicle. 18.The electrified vehicle of claim 17 wherein the controller is furtherprogrammed to control the electric machine and the friction brakes inresponse to the pedal being in the released position to decelerate thevehicle to a stop until receiving driver input indicative of a requestfor movement of the electrified vehicle.
 19. The electrified vehicle ofclaim 18 wherein the controller is further programmed to control theelectric machine to provide creep torque to vehicle wheels in responseto receiving the driver input indicative of a request for movement ofthe electrified vehicle.